Draw-bar mechanism.



Patented May 7, 1912. v s SHEETS-SHEET 1. l

Gr. H. FORSYTH.

- DRAW BAR MEGHANISM,

APPLICATION FILED APB. 20, 1903. 1,025,522.l

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Patented my 7, 1912.

s 'SHEETS-SHEET 2.

G. H. FORSYTH.

DRAW BAR MEGHANISM.'

APPLICATION FILED APR. zo, 1903.

`lwientm May 7, 1912.

-S SHEETS-SHEET 3.

',sitioii.

@EGBGB H. FORSYTH, OF CHGAG-D, ILLINIS.

13B/ATN -BAE MECHANISM.

Application filed April 20, 1905i. Serial No. 153,539.

Specification of Letters Patent.

Patented May 7; 1912.

To all whom it may concern:

Be it known that I, GEORGE H. Foizsvi'in a citizen of the United States,residing at Chicago, in the countyuof Cook and State of Illinois, haveinvented certain new and useful liiirnoveinents in Draw :lar Mechanism,of which the following is a specilication.

My .invention relates to that class of railway appliances which yrelateto the draft rigging of railway cars, and more particularly such as haveto do 'with the centering of the draw-bai' mechanism.

The older forms of draw-bar centering devices consisted essentially ofsprings located on opposite sides of the draw-bar and operating, whenthe latter was deflected to one side or theother under the strains ofdraft, to automatically return the drawbar to .its centralor-ot-lierwise noi-mal po- More recent devices of this nature have takenthe general .form of a draiv-bai pivotally connected to the car at apoint co incident or substantially coincident with the longitudinal axisof the king-bolt, said bar being provided with rod connections from itsopposite sides to the truck-bolster' on opposite sides of the king-bolt,whereby the angular movement of the truck-bolster relatively to thecar-body in passing around curves transmitted a corresponding angularswing of the draw-bar relatively to the central median line of thecar-body` automatically maintaining the draw-bar thus at riglitfanglesto the truck-bolster, this latter being a somewhat more favorableposition for coupling purposes than that wherein. the draw-bar is alwaysmaintained coinci-A dent with the longitudinal median line of the car,when the cars are uncoupled. The last described ii'nprovement howeverfalls short of the most effect-ive arrangement wherein the draw-hars ofadjacent. and un `coupled cars would be automatically maintainedsubstantially coincident with the line of draft on all kinds andcharacter of track; and in Patents Nos. 766,610 and 785,9i3, granted tome August 2, 1904 and March '28, 1905, respectively, l have shown, de`

gular swing of the draw-bar greateiin amount than the angular movementofthe truck-holster, such angular swing heilig proportional to thedifferences in degrees of curvature `of the trackg, and the essential`elements of such preferred means arep'dis" closed as consist-ing of apair of pulleys or sprocket-wheels of unequal sizes, thelargcr beingrigidly connected to the truck-frame and .the smaller to the carbody inadvance While it is a desirable feature of such a j mechanism to thusmalte the angular lead, ,l

of the draw-bar over the truck-bolster pre portion-al to ,varyingdegrees of curvature in the track in maintaining the draw-bar coincidentwith the line of draft, yet in practice it is not essential to thesecuring of satisfactory results thatl such exact-ness in the movementsof the draw-bai be maintained; and I have found that the mechanisindisclosed in the patents aforesaid may be considerably modified andsimplified by eliminating the larger pulley on the truckbolster and iiiplace thereof connectingthe ends of the chain or other flexibleconnection directly to the truck-bolster or other element of thetruclvframe on oppositel sides of the king-boltand at distances from thelat-ter exceeding the radii of the smaller pulley, such flexibleconnection beingcapable of attachment to the truck either in advance ofor in a line coincident with the pivotal point about which the truckturns. Such a construction produces a lateral swing of the draw-barwhich is in excess of the angular movement. of the truck-bolsterrelatively to the bodybolster, although such excess is not directlyproportional tothe varying angular movements of the. truckbolster causedby passing over tracks ofy varying degrees of curvature.

In the accompanying drawings I have CJ i illustrated two slightly modiedforms -'of mechanism .in which my invent-ion may be embodied; andreferring theretoFigui-e l represents a side elevation of a draftrigging and draw-liar'centering device constructed in accordance with myinvention 5f iio Fig. 2 is a top plan view thereof; Fig. 3 isa`transverse vertical section on the line 3 3 of Fig. 1 looking in thedirection of the arrow; Fig. l is a view similar lto F 1 '5 illustratinga modiiiedform of the inveni tion. Fig. 5 is a transverse verticalsection, similar to Fig. 3, on the line 5 5 of Fig. 4:; Fig. 6 is a'detail perspective View of the draw-bar pivot-bolt; and Figs. 7, 3

and 9 are detail cross-sectional views illusl trating an anti-frictionmeans for supporting the outer end of the draw-bar in the carry-iron.

Referring to the drawings, 1t) designates the bottom or vlicor of theend portion of a railway car, and 11 the draft-timl. ers or beams, 12the end sill, pendent from which latter is the usual carry-iron 13.

14; designates the truck-bolster, 15 the bottom center-plate mountedthereon, 1 6 the top center-plate, 17 the body-bolster, and 18 theking-bolt passing through said parts and pivotally connecting thecenter-plates.

19 designates the drawfbar, having extending inwardly from its rear endthe usual or bealns 11.

strap or yoke 20. This yoke is surrounded and incased by a'casingformedby a pair of oppositely-disposed channel-beams 2l and 22, the oppositeside walls of which are '30 cut out leaving at the opposite ends ot saidbeams' inwardly extending and .meeting tongues 23 and 2,4, respectively,to the outer faces of which are bolted transverse tieplates 25. The rearends ot the channel- 35,- beams are continued rearwardly in the form ofupper and lower extensions 21au and 22, respectlvely, which embrace theupper-and,

. lower faces ot a support v26 rigidly bolted istering holes in theextensions 21a and 22R.

interposed reinforcing piece attend support 26, said bolt having on itslower end an enlarged head 27a and being retained in place by anysuitable means, as, for instance.

: by a collar or washer 2S and a cotter-pin 29.l

30 designates the draft andbuiling spring located within the yoke, andat its opposite .ends abutting against a pair oil what. l termfollower-shells 31, these latter being simply castings or short sectionsof channel-iron cut to a suitable length to fit between the abbreviatedside flanges ot the channel-beams constituting the members of thecasing, and 32 designates a pair oi follower-blocks which are capable ofbeing inserted laterally. of the casing into operative position withinthe shells, the ends of said follower-blocks abutting against the inneredges of the tieaplates 25 and the inwardly- 5 extending tongues orflanges of the chan` nel-beams to which said tieplates are secured. Thelast described. draft-rigging mechanism is not claimed herein, butconstitutes in part the subjectjmattm claimed in the aforesaid Patent,No. 735,943.

Referring now to the mechanism 'for automatically positioning thedraw-bar, 33 designates a i'iulley, preferably in the nature et asprocketwheel, rotatably mouniml on the lower end oi the pivot-bolt 27and rest ing upon the enlarged head ot the latter. Secured to or formedintegral with the upper tace of the pulley 33 is a controller hereinshown as having' the form of a saddle 3lso disposed. as to lie acrossand seat the inner or rear end ot the lower extension men'iber of theyoke casing' and haying upwardly-extending wallsl which embrace andguide the sides of the latter. 35 designates a flexiblepulley-actuatingmeans,preterably a sprocket-chain, which engages theforward portion of the lperiphery oi the pulley and at its rear ends isconnected to the truck-bolster, entering mortises 1l formed therein andengaging eyes or staples 36 so disposed as to be in a straight line withthe axis ot the king-bolt. .Elastic sections 37 are preferablyinterposed in the parts of the chain v35 on either side of the pulley 33to take up any slack that may be present.

The operation is as follows: When a car is passing from straight tocurved track and vice versa, or over track of varying curvature, thetruclrbolster 14 undergoes an an'- gular movement relatively to thesuperposed car-body, whereby one end of the chain 35 is drawn rearwardly'it' the cardmly relaliv. to Ee transverse plane of the hing-hol airtheother end moves tor- Such longitudiwardly to an equal extent. nalmovement of the chain 35 sets up a partial rotation of the pulley 33,which latter, through the saddle 3dr, imparts :1 lateral angularmovement to'the draw-bar equal to the extent of angular movement oitthe-pul ley itself. 'lhis angular movement thus imparted to the.lraw-bar, by reason of the conn nection oi' the inner ends of the chain35 to the bolster at radial distances from the center thereof greaterthan the radii of the pulley 33, causes an angular movement of thedraw-bar considerably in. excess pf th angular movement of t-hetruck-bolster, which suffices to move the draw-bur Sulliciently to oneside of its position at rightangles to the bolster to .bring itsubstantially into the` line ol draft.. Ot course, the angular lead olthe draw-bar over the truchbolster constantly decreases as the angulartravel of said parts is increased, owing to the fact that the effectiveradial. movement of the inner ends of the chain is constantlydecreasing; but this lead is sutlicient for all practical purposes tocarry the draw-bar into a position coincident with the line of, draft orsubstantially so on all degrees and characters of curves which are metwith in practice. y

In Figs. t, 5 and (S I have illustrated a slightly imodified form of theinventiom wherein the chain 35a is connected lat its inner ends to eyesor staples 36 on the front face oi the truck-bolster. through theinterposition .ot elastic connections 37a. ln this form ot my inventionl have also illustrated a modilied means ot' impa-ft-ing to theedrawbarits angular movement from they partial rotation ot' the pulley 33, suolimeans consisting in a square bolt 38 passed upwardly throughcorrespondingly shaped apertures in the pulley 33 and the end extensions21a and 22a of the draw-bar casing, said bolt being rotatably mounted inthe upper and lower transverse members of a 'support 26'1 by means ofbushings Si) rotatably mounted in said transverse members of the supportand having squared bores to receive the bolt. The bolt hasan enlargedhead 38 on which the pulley may rest, and secu-red in4 operativeposit-ion by any suitable locking means, such as a cotter-pin 40.

My invention also contemplates the employment of means to facilitate theease of lateral movement of the draivbar in the' form of anti-frictionbearings interposed between the under side of the draw-bar and the uppersurface ot' the carryiron 13. Such anti-friction devices may take avariety of forms; and in Figs. l., Il, 7, 8 and 9 I have .illustratedthree ways in which these. devices may be applied. Referring to Figs. l,and 7, 19a designates a recess termed inA the under side oft' thedraw-bar directly above the carry-iron, said recess containing a seriesof rollers 4l and having both side and end Walls confining said rollersagainstescape' in any direction. In Fig. 8 l have shown a plate 4:2secured to the underside ot' the draw-bar as by a bolt 13, said platehaving formed in its under surface a pair of half bearings 42a adaptedto seat a pair of rollers 43a. ln Fig. 9 l have illustrated stillanother form, wherein there employed a saddle 44: having upstanding sideflanges 44 embracing the sides of the drawbai", and recessed on itsunder side to contain and confine a group of rollers 45.

I claim:

l. The combination with a car-body, a tru.cl-'r:.une and a draw-barpivotally connected to said car-body, of a pulley rotatably mounted onthe car-body in advance of the king-bolt, a flexible driving connectionengaging the periphery of said pulley and at its ends secured to amember ot 'the truck- ;t'rame on opposite sides ot the king-bolt, andconnections between said pulley and the draw-bar for imparting to thelatter a lateral movement 'from the rotation of the pulley due to theangular movement 'of the truck-frame relatively to the car-body,substantially as described.

2. The combination with a car-body, a truck-frame and a draw-barpivotally connected to said car-body in'advance of the lringbolt, of alpulley mounted to rotate about the pivotal axis ofthe draw-bar, aflexible driving connection engaging the periphery ot said pulley and atits ends secured to the truck-bolster on opposite sides 'of theking-bolt, and connections betweenl said pulley and the draw-bar throughwhich the rot-ation of the pulley effects a sidewise angular lnovementof the draw-bar, substantially as described.

3. The combination with a car-body, a truck-frame anda dravv-barpivotally connected to said car-body in advance of the king-bolt, ot apulley mounted to rotate about the pivot-al axis of t-he draw-bar, aflexible and extensible driving connection engaging the periphery ofsaid pulley and at its ends secured to the truck-bolster on :oppositesides oit the king-bolt, and connections between said pulley and thedraw-bar through which the rotation ot' the pulley effects a sidewiseangular movement of the draw-bar, substantially as described.

.4. The combination With a car-body, a truck-frame and a.' draw-barpivotally connected to saidl car-body in advance of the king-bolt, of asprocket-Wheel m-.nmted to rotate about the pivotal axis of the drawbar, a sprocket-chain engaging the periphery of, said sprocket-Wheel andhaving an elastic extensible section interposed therein7 said chainbeing connected at its ends to the front face of the truck-bolster 0nopposite sides of the king-bolt, and connections between said pulley andthe draw-bar through which the rotation. of the pulley etl'ects asi'dewise angular movement of the draw-bar, substantially as described.

5. The combination with a car-body, a truck-frame and a draw-barpivotally connected to said car-body in advance of the lling-bolt, of apulley mounted to 4rotate about the pivotal axis of the draw-bar, aflexible driving connection engaging theperiphery ofsaid pulley and atits' ends secured to a member of the truck-frame on opposite sides ofthe .king-bolt, and dravbar seating and guiding means carried by andangularly movable ivith said pulley, substantially as described.

6. rllhe combination with a car-body, a truck-frame and a draw-bar anddraft-rig'- ging pivotally connected to said car-body in advance of theking-bolt, of a pulley mounted to rotate about the pivotal axis of thedraw-bar, a lexible'driving connection engaging the periphery of: saidpulley and at its ends secured to a member of the truckframe on oppositesides ot' the king-bolt7 and a saddle moiinted upon and rigidwith saidpulley and itself seating' the draft-rigging, substantially asdescribed.

7. rlhe combination with a carry-iron and a draw-bar supported thereby,ot' a plurality of anti-friction devices between saidparts,substantially as described.

8. The combination with a carry-ironand a draw-bar supported thereby, ofa plurality of anti-friction devices between said parts permittinglateral movement of the draw-bar in a horizontal line, substantially .asdescribed.

9. The combination with a draft-rigging and a support therefor, of apivotal connection insertible from beneath through said draft-riggingand its support, substantially as described.

10. The combination with a car-body, a truck trame, and a draft-riggingpivotally connected to said car-body in advance of the king-bolt, Oic yflexible connections between said. draft-rigging and an element of t-hetruck frame for actuating said dratt-rig` ging from the angular movementof the truck frame relatively to the carbody, substantially asdescribed.

11.The combination with a car-body, a truck frame, and a draw-baranddraft-rigging pivotally connected to said car-b0dy in advance of theking-bolt, of flexible con,h nections between said draft-rigging and anelement of the truck frame adapted to impart to said draw-baranddraft-rigging a greater angular movement relatively to the car-bodythan the angular movement between the latter and the truck,substantially as described.

12. The combination with a car-body, a

truck frame, a draw-bar and a draft-rigging pivotally connected to saidcar-body in advance of the king-bolt, of flexible connections betweensaid draft-rigging and the bolster of the truck trame for actuating saiddrawdiar and draft-rigging from the angular movement of the truck framerelatively tO the tar-body, snbstantiallyas described..

13. The combination with a car-body, a truck frame, and a draw-barpivotally connected to said car-body, Ot a draw-bar controller pivotallymounted on the car-body in advance of the kingbolt, and flexible andextensible connections between said controller and -an element of thetruck frame tor actuating said controller from the angular movement ofthe truck frame relatively tO the oar-body.l

- 14. The combination with a car-body and a truck frame, of adraft-rigging pivotally mounted on said. car-body in advance of theking-bolt, and devices for actuating the draw-bar sidewise connected toan element. of the truck :trame and operatively engaging saiddraft-rigging adjacent to its pivotal-point, substantially as described.

15. The combination with a car-body and a truck frame, of adraft-rigging pivotally mounted on said car-body in advance of theking-bolt, and. devices for actuating the draw-bar sidewise. connectedto an ele ment of the truck frame and operatively engaging thedraft-rigging at points diametrically Opposite to the pivotal point whenswinging the draw-bar in either direction, substantially as described.

16. The combination with a car-body, a truck trame, and a draw-barpivotally connected to said car-body on a center in advance of theling-bolt, of flexible draw-bar operating connections directly attachedto an element of the truck frame.

17. The combination with a car-body, a truck frame, and a draw-barpivotally connected to said car-body On a center in advance Oi theling-bolt, of flexible draw-bar operating connections directly attachedto the truck bolster.

GEORGE H.. FORSYTH.

Witnesses SAMUEL N. POND, FREDERICK C. GOODWIN.

